GB2640695A

GB2640695A - Systems and methods for controlling a climate management system

Info

Publication number: GB2640695A
Application number: GB2406135.0A
Authority: GB
Inventors: Routley Mark; Fowler Andrew; Anderson Craig; Crawford Kiran
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2024-05-02
Filing date: 2024-05-02
Publication date: 2025-11-05
Also published as: WO2025228692A1; GB202406135D0

Abstract

A control system 100 for a climate management system 380 of a vehicle 200 having a cabin (220, fig. 2), the system comprising one or more heat sources configured to heat the cabin, the control system comprising one or more processors (120, fig. 1) collectively configured to: receive a turn-off signal indicating that the vehicle has been turned off at a first time; receive a start-up signal indicating that the vehicle has been turned on at a second time; determine a time difference between the second time and the first time; determine, in dependence on a target temperature of the cabin and the time difference, operating parameters for the one or more heat sources; and output one or more control signals (170, fig. 1) to cause the one or more heat sources to operate with the determined operating parameters. A vehicle, method, and computer readable instructions are also claimed.

Description

SYSTEMS AND METHODS FOR CONTROLLING A CLIMATE MANAGEMENT SYSTEM

TECHNICAL FIELD

The present disclosure relates to systems and methods for controlling a climate management system of a vehicle. Aspects of the invention relate to a control system for controlling a climate management system of a vehicle, to a climate management system, to a vehicle and to a method for controlling a climate management system of a vehicle.

BACKGROUND

It is known to provide climate management systems for vehicle cabins. Climate management systems can be used to control the climate within the cabin when the engine of a vehicle is off (e g, to provide air into the cabin when the engine is not running), when a vehicle is turned on (e_g, during a cabin warm-up routine), and when a vehicle is being driven.

Climate management systems can allow a user to input preferences for controlling the climate in the cabin (e.g., temperature) and can include heat sources. Vehicles often comprise control systems for controlling the heat provided by such heat sources. The most common example of a heat source found in vehicle cabins is heated air blowers. Control systems for climate management systems may be arranged to configure air blowers to output various flow rates and temperatures of air according to user inputs. Various sensors can be included within an interior of a vehicle cabin for sensing climate changes affected by the operation of the air blowers and other heat sources. These sensed changes are often fed back to the climate management system, which may then re-configure the heat sources according to control policies and in dependence on the sensed climate changes. Further climate control features, such as heated seats and heated steering wheels, can also be controlled. Such heaters are typically manually adjusted by the vehicle user, and many do not include any feedback loops. Heated seats and heated steering wheels are often switched on for a desired period of time, according to the user's comfort requirements.

Such systems can provide adequate user comfort but may not always make efficient use of energy to heat the cabin. It is an aim of the present invention to address one or more of the disadvantages associated with the prior art.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a control system for controlling a climate management system of a vehicle, to a climate management system, to a vehicle and to a method for controlling a climate management system of a vehicle as claimed in the appended claims.

According to an aspect of the present invention there is provided a control system for controlling a climate management system of a vehicle having a cabin, the climate management system comprising a first heat source configured to provide heated air into the cabin and a second heat source configured to heat a user in the cabin by thermal contact conductance, the control system comprising one or more processors collectively configured to: receive an occupancy signal indicative of an occupancy of one or more seats in the cabin; determine, in dependence on a target temperature of the cabin and the occupancy signal, operating parameters for the first and second heat sources to provide heat to one or more occupied seats; and output one or more control signals to selectively control the first and second heat sources to cause the first and second heat sources to operate with the determined operating parameters.

By taking into account the occupancy of one or more seats in the cabin; the control system can determine operating parameters for the first and second heat sources that provide relatively high comfort levels for one or more users in the cabin while simultaneously making efficient use of available power. since heat can preferentially be provided to areas where it is required.

For example. causing the second heat source to provide a relatively high amount of heat to a surface in contact with a user of the vehicle may be more efficient than providing a large amount of heated air into the cabin. The use of the second heat source can, in some cases, provide the impression that the cabin than is warmer than it actually is. This can be achieved by preferentially providing heat to one or more occupied seats using the occupancy information. Considering the occupancy of the vehicle can therefore provide a more efficient and/or effective use of power when heating the users in a vehicle cabin.

The operating parameters may be determined so as to attain the target temperature of the cabin. For example, the cabin can gradually increase in temperature until the target temperature is achieved. However, in some embodiments, the cabin might only heat to a temperature that is below the target temperature. For example, if it is determined that the second heat source can effectively compensate for limited power available for the first heat source, then the cabin will never reach the target temperature.

The operating parameters could be determined using stored relationships (e.g., maps) that relate the target temperature and/or the occupancy signals to any one or more of: a warm-up routine run time; blower levels; temperature in the cabin; vent levels (e.g. vent temperatures); ambient temperature (inside and/or outside the cabin); heated seat levels (e.g., temperatures of any components of the seat); heated steering wheel levels; air recirculation levels; and/or humidity inside and/or outside the cabin.

In some embodiments, the one or more processors may be collectively configured to determine the operating parameters such that an amount of heat provided by the first heat source increases over time.

In some embodiments, the one or more processors may be collectively configured to determine the operating parameters such that an amount of heat provided by the second heat source decreases over time.

As the motor of a vehicle heats up during use, more heat may become available (e.g., more heat may be recoverable from the motor) to heat the air provided into the cabin by the first heat source. Therefore, while heating the cabin using the first heat source might be relatively inefficient when the motor is cold after the vehicle has just been turned on, the efficiency of the first heat source may increase over time. Therefore, adjusting the relative contributions of the first and second heat sources over time can lead to improved efficiency.

Therefore, in some embodiments. the one or more processors may be collectively configured to determine the operating parameters such that they vary over time. Repeated measurements of the climate within the cabin may be used to adjust the operating parameters over time. The operating parameters may be determined continuously or periodically. The relative contributions provided by the two heat sources may vary. with increases from a start-up scenario where first heat source dominates.

In some embodiments, the second heat source may be a plurality of second heat sources, each of the plurality of second heat sources being associated with a respective seat in the cabin.

Providing each user with a dedicated second heat source (or dedicated second heat sources) can facilitate highly localised heating which, in combination with selectively controlling the first heat source, can improve efficiency. For example, the occupancy signal may be used to provide localised heating of second heat sources that are associated with (e.g., in direct contact with) a user on a seat in the cabin. Localised direct heating and/or localised heated airflow could be provided. In some cases, air heated with 500W and blown towards the seat of a user from a distance of approximately 50cm might subjectively feel equivalent to 50W of heat provided through direct contact with the back rest of the seat of the user and air heated with 250W and blown from the same distance In some embodiments, the second heat source, or the plurality of second heat sources, may comprise any one or more of: one or more seat heating elements; one or more steering wheel heating elements; one or more neck rest heating elements; and one or more head rest heating elements.

With such an arrangement, the second heat source or the plurality of second heat sources can provide heating directly to an individual user (or multiple users) in the cabin, which can reduce the power required from the first heat source to achieve acceptable comfort levels.

An individual seat, steering wheel, or neck rest could comprise one or a plurality of heating elements. For example, a heated seat might include heating elements in the back rest. heating elements in the cushion, heaters in the head rest and/or heaters in the neck rest, while a heated steering wheel might also comprise multiple heating elements. Therefore, there may be a plurality of heating elements in an individual seat or steering wheel, with each of the plurality of heating elements being associated with a specific seat in the vehicle (and hence also associated with a specific user of the vehicle).

The operating parameters of the various types of heating elements could be a target temperature to which the heating element should be heated, a target voltage, a target current level, and/or a target power level for a respective heating element.

The components of the second heat source or the plurality of second heat sources may be part of a climate management system comprising any of the control systems described herein; together with any of the first and second heat sources described herein. For instance, a climate management system may comprise any of the control systems described herein, a first heat source, and a second heat source (which may be a plurality of second heat sources), the second heat source (or plurality of second heat sources) comprising any one or more of: one or more seat heating elements; one or more steering wheel heating elements; one or more neck rest heating elements; and one or more head rest heating elements.

In some embodiments, the one or more processors may be collectively configured to determine the operating parameters in dependence on a difference between the target temperature and a measured temperature.

Using a difference between the target temperature and the measured temperature can improve efficiency. The difference between the target temperature and a measured temperature (e.g., the current ambient temperature in the cabin) may influence how efficient or effective it would be to use the first and/or second heat source. For example, where the difference between the target temperature and the measured temperature is relatively small and the measured temperature is a relatively comfortable temperature (e.g.; where the measured temperature is 21 °C and the target temperature is 22 °C), it might be possible to provide an acceptable level of comfort by briefly using the second heat source without using the first heat source, since the presence of passengers in the car may be likely to heat the air in the cabin without any heated air being blown into the cabin. Therefore, using a difference between the target temperature and the measured temperature can avoid the need to perform inefficient heating operations and thereby improve efficiency. The determination may be based on the ambient temperature outside the cabin and/or the temperature inside the cabin. In some cases, one difference could be calculated and used for the determination of operating parameters, but in some cases, two differences could be calculated and both differences used to determine operating parameters.

In some embodiments, the first heat source may comprise one or more blowers and/or one or more vents, and the operating parameters may comprise any one or more of: one or more blower levels; and one or more vent temperatures.

Controlling the specific temperatures to which vents are heated and/or the powers to which blowers are set can provide fine control over the environment within the cabin and hence can enhance user comfort. The blowers could be directional blowers. In some cases, the blowers may be adjustable (e.g., their directions might be controllable by the control system) and air could be directed to specific regions in the cabin. For example, where the vent temperature can only be raised to a temperature that is lower than required to achieve the target temperature, the blower direction and/or strength could be adjusted to compensate accordingly.

In some cases, a third heat source may be provided in the climate management system, such as one or more auxiliary heat sources. For example, fixed directional blowers could be aimed directly at a user for the specific purpose of providing direct heating that compensates for a lower overall ambient temperature in the cabin. Such directional blowers could be aimed at, for example, a user's neck; since the neck is relatively likely to be exposed skin and hence warm air blown directly on the neck may create the impression that the cabin is warmer than it really is.

In some embodiments, the one or more processors may be collectively configured to: receive a turn-off signal indicating that the vehicle has been turned off at a first time; receive a start-up signal indicating that the vehicle has been turned on at a second time; determine a time difference between the second time and the first time; and determine the operating parameters in dependence on the time difference.

By taking into account the time difference between when the vehicle has been turned on and when the vehicle was last turned on. the control system can determine operating parameters for the first and second heat sources that provide relatively high comfort levels for one or more users in the cabin while simultaneously making efficient use of available power. For example, the determined time difference can allow the control system to make an informed decision as to how to heat the cabin most effectively. If the vehicle were only recently turned off, then the control system may recognise that the vehicle was part-way through a warm-up routine and that there may still be residual heat in the vehicle, and so the control system may determine that resuming the warm-up routine from where the vehicle was last turned off will still be effective. This could be because some surfaces within the vehicle, such as the steering wheel and seats (with which a user may have direct physical contact) and/or windows (which may be prone to misting in certain circumstances) might still be warmer than the ambient air and, as a consequence, the vehicle may not require large amounts of energy to return to comfortable ambient conditions. On the other hand, if the control unit determines that a long time has passed since the vehicle was last turned off, then the environment within the cabin may be controlled more efficiently and/or effectively by performing a full warm-up routine (optionally in conjunction with a de-misting routine). Therefore, when determining operating parameters, considering the time since the vehicle was last switched off can provide a more efficient and/or effective use of power when heating a vehicle cabin.

In some embodiments, the one or more processors may be collectively configured to: determine whether the time difference is less than a threshold value; and determine, in response to the time difference being less than the threshold value, the operating parameters in dependence on a previous set of operating parameters from the first time.

When the vehicle has been turned off only recently, it can be more efficient to recognise that the heating routine of the vehicle can be resumed partway through a previous heating cycle (e.g., a previous warm-up cycle). For example, by default, a vehicle might initially try to heat a vehicle very rapidly if the ambient temperature outside is very low. However, some embodiments of this disclosure recognise that latent heat within the cabin (e.g., on surfaces in the cabin) may mean that such rapid heating is not actually necessary. The control systems described herein may store or calculate a threshold value indicating a time difference for which it would be acceptable to return to a previous set of operating parameters. A map may be stored, with such a map providing various different acceptable time differences for different scenarios (e.g., different numbers of users, different ambient conditions, etc.). In some cases, the previous warm-up routine may be resumed from exactly where it stopped when the vehicle was turned off, while in some cases, the warm-up routine may resume in a different position part-way through the warm-up routine (e.g., somewhere between the beginning of a warm-up routine and exactly where the warm-up routine was stopped when the vehicle was turned off).

In some embodiments, the one or more processors may be collectively configured to: receive one or more temperature measurements and/or one or more humidity measurements; determine an estimated level of mist in the cabin in dependence on the received one or more temperature measurements and/or one or more humidity measurements; and determine, in dependence on the estimated level of mist, the operating parameters to reduce a level of mist occurring.

In this way, the determination of the operating parameters may be performed so as to reduce the risk of misting, which can improve passenger comfort and visibility. For example, proportionately more air could be blown in the direction of the windscreen and/or The temperatures (of the first and/or second heat source) could be adjusted so as to reduce the risk of misting. While this embodiment relates to the use of temperature and/or humidity measurements to determine the risk of misting, the risk of misting could additionally or alternatively be based on occupancy data. For example, if many users are within a vehicle, then even though the current humidity level may be low, the humidity may be expected to increase rapidly as the users inhale and exhale.

In some cases, a calculated "ideal" set of operating parameters for user comfort would be likely to lead to misting, and so this method may determine operating parameters that compromise user comfort to some extent reduce the risk of misting.

The temperature measurements could be of any one or more of: the temperature outside the vehicle; the temperature within the vehicle; the temperature of the windscreen; the temperature of one or more windows; and the temperature of the rear windscreen. In some embodiments, the climate management system might comprise a third heat source. The third heat source could be one or more heating elements in any one or more of: the windscreen; the rear windscreen; and/or one or more windows. Such heating elements can be used to control the temperature of the glass (e.g. to heat the glass) and adjust the dew point of the glass, thereby reducing the risk of misting.

In some embodiments, the operating parameters to reduce the level of mist occurring may operate the first heat source to provide less recirculated air into the cabin (e.g., to reduce the level of recirculated air from its current level) or to provide fresh air (e.g., to increase the level of fresh air from its current level) into the cabin.

In some embodiments, the operating parameters may be determined such that the first heat source provides a relatively high proportion of recirculated air (e.g., less fresh air from outside) into the cabin when the risk of misting is relatively low and a relatively low proportion of recirculated air (e.g., more fresh air from outside) into the cabin when the risk of misting is relatively high.

Since recirculated air is likely to have a high moisture content due to air having been inhaled and exhaled by users in the cabin, introducing fresh air from outside can reduce the humidity in the cabin and thereby reduce the risk of misting. The determination of the operating parameters may be further based on the temperature of the ambient air outside the cabin, since introducing low humidity and cold air will reduce the moisture content but may also reduce the temperature in the cabin, which could reduce passenger comfort. In such a case, more heating (via the first heat source and/or the second heat source) may be provided to maintain user comfort. The determination of the operating parameters may be based on occupancy, since more people in a cabin will lead to more humidity in the air and a higher chance of mist. Therefore, the control system may account for the occupancy of the cabin when determining operating parameters that account for and reduce the risk of misting.

In some embodiments, the cabin may be divided into a plurality of zones, each zone having a respective target temperature (which could be set by a user), and the one or more processors are collectively configured to determine the operating parameters in dependence on the target temperatures of the plurality of zones.

For instance, in some embodiments, the control unit may be configured to receive target temperature(s) for different zone(s) and to perform the determination of the operating parameters such that different zones receive different contributions from the first and second heat sources. As an example. a driver may wish to have a relatively cool environment, while a passenger may wish to have a relatively warm environment. It may be efficient to provide a cool environment for the driver using the first heat source. whereas providing the warm environment for the passenger may be less efficient, particularly if the vehicle has only recently been turned on (as the motor may not be particularly hot). In such cases, the first heat source could be used to provide relatively cool air to the driver while the second heat source could be used to provide localised heating of the passenger. Selectively controlling the first and second heat sources on a per-zone basis can therefore improve efficiency while providing high levels of comfort. Where the operating parameters are determined in dependence on a difference between the target temperature and a measured temperature, a temperature difference may be calculated for each zone of the plurality of zones (e.g., each zone might have a respective temperature) and the operating parameters may be determined in dependence on the temperature differences for each zone. Similarly, humidity could be accounted for on a per-zone basis, with humidity sensors provided in different zones and used to determine a risk of misting.

In some embodiments, the first heat source may be configured to provide the heated air using waste heat from the vehicle. Optionally, the first heat source may be configured to provide the heated air using waste heat from a motor of the electric vehicle (EV). The vehicle may be an electric vehicle and the heat may be provided by the electric motor of the electric vehicle or the vehicle may comprise a combustion engine and the heat may be provided by the combustion engine.

Waste heat from the motors of electric vehicles may be less abundant than waste heat from the motors of combustion engines. Therefore, carefully managing the way in which waste heat is used can be advantageous. For example, efficient use of the heat available can reduce the need to generate heat using the vehicle's battery. This can preserve battery life and hence enhance the range of EVs. Of course, it will be understood that managing waste heat from combustion engines also reduces the requirement to provide heat from a battery, so embodiments of the present disclosure can also help to improve efficiency when combustion engines are used as a source of heat. Waste heat can be sourced from thermal recovery from an electric motor, thermal recovery from batteries, and from various other recovery systems.

According to another aspect of the present invention. there is provided a climate management system comprising the control system according to any embodiment described herein, and the first and second heat sources.

According to another aspect of the present invention, there is provided a vehicle comprising a cabin, a climate management system and any control system described herein.

According to another aspect of the present invention; there is provided a method for controlling a climate management system of a vehicle having a cabin, the climate management system comprising a first heat source configured to provide heated air into the cabin and a second heat source configured to heat a user in the cabin by thermal contact conductance, the method comprising: receiving an occupancy signal indicative of an occupancy of one or more seats in the cabin; determining, in dependence on a target temperature of the cabin and the occupancy signal; operating parameters for the first and second heat sources to provide heat to one or more occupied seats; and outputting one or more control signals to selectively control the first and second heat sources to cause the first and second heat sources to operate with the determined operating parameters.

According to another aspect of the present invention, there is provided computer readable instructions which, when executed by one or more processors, cause the one or more processors to perform any method described herein.

In some embodiments, the occupancy signal may be received from a detector. In some embodiments; the one or more processors may be collectively configured to receive the occupancy signal from a detector. Optionally, the detector may comprise one or more pressure sensors and/or a camera. The detector could be, for example; one or more detectors in a seat (e.g.; one or more pressure sensors in a seat); one or more cameras, and/or one or more radars.

In some embodiments; the control units described herein may be configured to continuously monitor conditions within the vehicle and regenerate the one or more control signals. The conditions within the vehicle may be measured periodically and new operating parameters determined after each measurement.

The users of the vehicles described herein may be a driver or a passenger.

The climate management systems described herein may be a heating, ventilation and air conditioning (HVAC) system.

In some embodiments, the target temperature may be a pre-set value, a user input, or calculated automatically based on environmental factors (e.g., current ambient temperature and humidity).

In some embodiments, the control systems may be capable of configuring the climate management system in a relatively high power (e.g. relatively inefficient) mode and in a relatively low power (e.g., relatively inefficient) mode. For example, a "high comfort mode may be provided, where the first second source may still be used heavily at the expense of efficiency (and hence EV range; when the vehicle is an EV). The climate management system may be configurable in an "economical" mode, where user comfort is compromised to some degree to increase or maximise vehicle range.

According to another aspect of the present invention, there is provided a control system for controlling a climate management system of a vehicle having a cabin; the climate management system comprising one or more heat sources configured to provide heat to the cabin, the control system comprising one or more processors collectively configured to: receive a turn-off signal indicating that the vehicle has been turned off at a first time; receive a start-up signal indicating that the vehicle has been turned on at a second time; determine a time difference between the second time and the first time; determine, in dependence on a target temperature of the cabin and the time difference, operating parameters for the one or more heat sources; and output one or more control signals to cause the one or more heat sources to operate with the determined operating parameters.

By taking into account the time difference between when the vehicle has been turned on and when the vehicle was last turned on, the control system can determine operating parameters for the one or more heat sources that make efficient use of available power. For example, the determined time difference can allow the control system to make an informed decision as to how to heat the cabin most effectively. If the vehicle were only recently turned off; then the control system may recognise that the vehicle was part-way through a warm-up routine and that there may still be residual heat in the vehicle, and so the control system may determine that resuming the warm-up routine from where the vehicle was last turned off will still be effective. This could be because some surfaces within the vehicle, such as the steering wheel and seats (with which a user may have direct contact) and/or windows (which may be prone to misting in certain circumstances) might still be warmer than the ambient air and, as a consequence, the vehicle may not require large amounts of energy to return to comfortable ambient conditions. On the other hand, if the control unit determines that a long time has passed since the vehicle was last turned off; then the environment within the cabin may be controlled more efficiently and/or effectively by performing a warm-up routine in full. Therefore, when determining operating parameters, considering the time since the vehicle was last switched off can provide a more efficient and/or effective use of power when heating a vehicle cabin.

It will be appreciated that climate management systems incorporating various different types of heat sources can benefit from determining operating parameters in accordance with this aspect and related embodiments. For example, this aspect, and related embodiments, can be applied in climate management systems that incorporate exclusively heat sources of the first type, i.e., heat sources that provide heated air into the cabin. Any embodiment of this aspect can be used together with any other aspect or embodiment. For example, embodiments That use a time difference to determine operating parameters can benefit from the embodiments that use occupancy signals described previously. Similarly, the embodiments relating to using occupancy signals can also benefit from using a time difference to determine operating parameters.

In some embodiments, the one or more processors may be collectively configured to: determine whether the time difference is less than a threshold value; and determine, in response to determining that the time difference is less than the threshold value, the operating parameters in dependence on a previous set of operating parameters from the first time.

When the vehicle has been turned off only recently, it can be more efficient to recognise that the heating routine of the vehicle can be resumed part-way through a previous heating cycle (e.g.; a previous warm-up cycle). For example, by default; a vehicle might initially try to heat a vehicle very rapidly if the ambient temperature outside is very low. However, some embodiments of this disclosure recognise that latent heat within the cabin (e.g., on surfaces in the cabin) may mean that such rapid heating is not actually necessary. The control systems described herein may store or calculate a threshold value indicating a time difference for which it would be acceptable to return to a previous set of operating parameters. A map may be stored, with such a map providing various different acceptable time differences for different scenarios (e.g., different numbers of users, different ambient conditions, etc.). In some cases, the previous warm-up routine may be resumed from exactly where it stopped when the vehicle was turned off, while in some cases, the warm-up routine may resume in a different position part-way through the warm-up routine (e.g., somewhere between the beginning of a warm-up routine and exactly where the warm-up routine was stopped when the vehicle was turned off).

In some examples, the one or more processors may be collectively configured to cause the climate management system to perform a warm-up routine in response to receiving the start-up signal, and the one or more processors may be collectively configured to: determine, in response to determining that the time difference is less than a threshold value, the operating parameters to cause the climate management system to perform the warm-up routine as a resumption of a prior warm-up routine which ended at the first time; and/or determine; in response to determining that the time difference is greater than a threshold value, the operating parameters to cause the climate management system to perform the warm-up routine as a new warm-up routine.

In some scenarios, resuming a previous warm-up routine may be advantageous. For example, where a warm-up routine was interrupted at an advanced stage; and the vehicle was only turned off momentarily, starting a new warm-up cycle may be unnecessary. In other cases; it may be more efficient to start a totally new warm-up cycle, because the conditions in the vehicle may be substantially equilibrated with outside (e.g., if the doors have been open with the vehicle and heating turned off for a relatively long period of time). Providing a control unit that can discern between different scenarios permits more efficient use of power.

In some embodiments, the one or more processors may be collectively configured to: store a warm-up routine timer indicative of progress through any warm-up routine at the first time; and determine the operating parameters for the warm-up routine in dependence on the warm-up routine timer.

Providing a warm-up timer can allow the control unit to keep track of progress through a warm-up cycle and subsequently determine whether returning to that same point in the warm-up cycle is appropriate. The warm-up routine timer may be initiated at a third time preceding the first time. The stored warm-up routine timer may therefore represent the difference between the first time and the third time. The warm-up routine timer may be indicative of a total run-time of the warm-up routine.

In some embodiments, the one or more processors may be collectively configured to determine the threshold value in dependence on a temperature measurement.

By taking into account a temperature measurement, an appropriate value of the threshold value can be determined. In some cases (e.g., where there is a relatively large difference between the temperature in the cabin and the temperature outside the vehicle), the vehicle will cool down rapidly and so a relatively small threshold value may be appropriate. In other cases, a relatively large threshold value may be acceptable. The temperature measurements could be of any one or more of: the temperature outside the vehicle, the temperature within the vehicle; the temperature of the windscreen; the temperature of one or more windows; and the temperature of the rear windscreen. The threshold value may be determined based on a set of look-up values defining different threshold values for different temperature measurements. As an example, where the temperature indicates that it is extremely cold outside relative to inside the cabin, the threshold value may be as little as 5 minutes or may even be 0 minutes. In such a scenario, the vehicle would always or almost always start a new warm-up cycle when the vehicle is turned on.

In some embodiments, the one or more processors may be collectively configured to: cause the climate management system to perform a warm-up routine after the vehicle has been turned on; then receive an indication that the vehicle has been turned off; then receive an indication that the vehicle has been turned on again; and cause the climate management system to resume the warm-up team from the previous point in the warm-up routine before the vehicle was turned off.

In some embodiments, the one or more processors may be collectively configured to initiate. in response to the vehicle being turned off.. a turn-off signal timer, the first time being determined in dependence on the turn-off signal timer.

The use of a turn-off timer can allow the control system to make an informed decision on whether to resume the warm-up routine or start a new warm-up routine. For example, where the turn-off signal timer indicates that the vehicle has been off for a long time, it may be more advantageous to start a new warm-up routine than it would be to resume the warm-up team from the previous point in the warm-up routine before the vehicle was turned off.

In some embodiments, when the vehicle is turned off, a turn-off signal timer may start running. Then, when the vehicle is next turned on, the value of the turn-off signal timer can be read to determine how much time has elapsed since the vehicle was turned off. That is, the first time may be determined by reading the value of the turn-off signal timer when the vehicle is turned on. In an alternative implementation, a turn-off signal may be received at the control system and this turn-off signal may encode the specific time at which the vehicle was turned off, which may be stored in memory; then, when the vehicle is next turned on, a difference between the value stored in memory and the current time may be calculated.

In some embodiments, the one or more heat sources comprise a first heat source configured to provide heated air into the cabin and a second heat source configured to heat a user in the cabin by thermal contact conductance and the one or more processors may be collectively configured to output the one or more conirol signals to selectively control the first and second heat sources.

Selectively controlling the different heat sources can provide improved efficiency, since energy may not be wasted providing heat to areas of the cabin that are already heated. This may be especially pertinent in a warm-up routine or where a vehicle has recently been turned off, because different parts of a vehicle cabin may cool at different rates due to differing thermal conductivities. Therefore, selectively controlling different heat sources can reduce the likelihood of energy being wasted heating parts of a vehicle that do not need to be heated.

In some embodiments, the one or more processors may be collectively configured to: receive an occupancy signal indicative of an occupancy of one or more seats in the cabin; and determine; in dependence on the occupancy signal, the operating parameters for the first and second heat sources to provide heat to one or more occupied seats.

By taking into account the occupancy of one or more seats in the cabin, the control system can determine operating parameters for the first and second heat sources that provide relatively high comfort levels for one or more users in the cabin while simultaneously making efficient use of available power. since heat can preferentially be provided to areas where it is required.

For example; causing the second heat source to provide a relatively high amount of heat to a surface in contact with a user of the vehicle may be more efficient than providing a large amount of heated air into the cabin. The use of the second heat source can, in some cases, provide the impression that the cabin than is warmer than it actually is. This can be achieved by preferentially providing heat to one or more occupied seats using the occupancy information. Considering the occupancy of the vehicle can therefore provide a more efficient and/or effective use of power when heating the users in a vehicle cabin.

Therefore, in some embodiments: the one or more processors may be collectively configured to determine the operating parameters such that they vary over time. Repeated measurements of the climate within the cabin may be used to adjust the operating parameters over time. The operating parameters may be determined continuously or periodically. The relative contributions provided by the two heat sources may vary; with increases from a start-up scenario where first heat source dominates.

In some embodiments, the second heat source is a plurality of second heat sources, each of the plurality of second heat sources being associated with a respective seat in the cabin. Optionally, the plurality of second heat sources may comprise any one or more of: one or more seat heating elements; one or more steering wheel heating elements; one or more neck rest heating elements; and one or more head rest heating elements.

With such an arrangement, the second heat source can provide heating directly to an individual user (or multiple users) in the cabin, which can reduce the power required from the first heat source to achieve acceptable comfort levels.

An individual seat, steering wheel, or neck rest could comprise one or a plurality of heating elements. For example, a heated seat might include heating elements in the back rest, heating elements in the cushion, heaters in the head rest and/or heaters in the neck rest, while a heated steering wheel might also comprise multiple heating elements. Therefore. there may be a plurality of heating elements in an individual seat or steering wheel.

with each of the plurality of heating elements being associated with a specific seat in the vehicle (and hence also associated with a specific user of the vehicle).

The components of the second heat source or the plurality of second heat sources may be part of a climate management system comprising any of the control systems described herein together with any of the first and second heat sources described herein. For instance, a climate management system may comprise any of the control systems described herein, a first heat source, and a second heat source (which may be a plurality of second heat sources), the second heat source (or plurality of second heat sources) comprising any one or more of: one or more seat heating elements; one or more steering wheel heating elements; one or more neck rest heating elements; and one or more head rest heating elements.

In some cases, a third heat source may be provided in the climate management system, such as one or more auxiliary heat sources. For example, fixed directional blowers could be aimed directly at a user for the specific purpose of providing direct heating that compensates for a lower overall ambient temperature in the cabin. Such directional blowers could be aimed at, for example, a user's neck, since the neck is relatively likely to be exposed skin and hence warm air blown directly on the neck may create the impression that the cabin is warmer than it really is.

By taking into account the time difference between when the vehicle has been turned on and when the vehicle was last turned on, the control system can determine operating parameters for the first and second heat sources that provide relatively high comfort levels for one or more users in the cabin while simultaneously making efficient use of available power. For example, the determined time difference can allow the control system to make an informed decision as to how to heat the cabin most effectively. If the vehicle were only recently turned off, then the control system may recognise that the vehicle was part-way through a warm-up routine and that there may still be residual heat in the vehicle, and so the control system may determine that resuming the warm-up routine from where the vehicle was last turned off will still be effective. This could be because some surfaces within the vehicle, such as the steering wheel and seats (with which a user may have direct physical contact) and/or windows (which may be prone to misting in certain circumstances) might still be warmer than the ambient air and, as a consequence, the vehicle may not require large amounts of energy to return to comfortable ambient conditions. On the other hand, if the control unit determines that a long time has passed since the vehicle was last turned off, then the environment within the cabin may be controlled more efficiently and/or effectively by performing a full warm-up routine (optionally in conjunction with a de-misting routine). Therefore, when determining operating parameters, considering the time since the vehicle was last switched off can provide a more efficient and/or effective use of power when heating a vehicle cabin.

In some embodiments; the operating parameters to reduce the level of mist occurring may operate the first heat source to provide less recirculated air into the cabin (e.g.; to reduce the level of recirculated air from its current level) or to provide fresh air (e.g.; to increase the level of fresh air from its current level) into the cabin.

A further aspect provides a climate management system comprising any control system described herein and the one or more heat sources. The one or more heat sources may comprise the first and/or second heat sources described herein.

According to another aspect of the present invention, there is provided a climate management system and any of the control systems described herein.

According to another aspect of the present invention, there is provided a method for controlling a climate management system of a vehicle having a cabin, the climate management system comprising one or more heat sources configured to provide heat to the cabin, the method comprising: receiving a turn-off signal indicating that the vehicle has been turned off at a first time; receiving a start-up signal indicating that the vehicle has been turned on at a second time; determining a time difference between the second time and the first time; determining; in dependence on a target temperature of the cabin and the time difference, operating parameters for the one or more heat sources; and outputting one or more control signals to cause the one or more heat sources to operate with the determined operating parameters.

According to another aspect of the present invention, there are provided computer readable instructions which, when executed by one or more processors. cause the one or more processors to perform any of the methods described herein.

In some embodiments, the occupancy signal may be received from a detector. In some embodiments, the one or more processors may be collectively configured to receive the occupancy signal from a detector. Optionally; the detector may comprise one or more pressure sensors and/or a camera. The detector could be, for example; one or more detectors in a seat (e.g., one or more pressure sensors in a seat); one or more cameras, and/or one or more radars.

In some embodiments, the control units described herein may be configured to continuously monitor conditions within the vehicle and regenerate the one or more control signals. The conditions within the vehicle may be measured periodically and new operating parameters determined after each measurement.

The users of the vehicles described herein may be a driver or a passenger.

In some embodiments; the target temperature may be a pre-set value. a user input, or calculated automatically based on environmental factors (e.g.; current ambient temperature and humidity).

In some embodiments, the control systems may be capable of configuring the climate management system in a relatively high power (e.g. relatively inefficient) mode and in a relatively low power (e.g.. relatively inefficient) mode. For example, a "high comfort" mode may be provided. where the first second source may still be used heavily at the expense of efficiency (and hence EV range, when the vehicle is an EV). The climate management system may be configurable in an "economical" mode, where user comfort is compromised to some degree to increase or maximise vehicle range.

In some embodiments, a warm-up routine may be a set of operating parameters of the climate management system. For instance, a climate management system might be configured to initially heat a cabin rapidly immediately after a vehicle has been turned on, before reducing the heat output by the climate management system after a certain amount of time has passed and/or after the difference between a target temperature in the cabin and an actuation temperature in the cabin is less than a certain value. In some embodiments, a warm-up routine may define a plurality of sets of operating parameters of the climate management system, each set of operating parameters being for a different point in time. For example, the operating parameters could be a first set of operating parameters for a first period of time immediate& following the point in time when the vehicle has been turned on, then a second set of operating parameters for a second period of time after the first period of time. Similarly, the operating parameters could be a third set of operating parameters for a third period of time. The operating parameters could vary continuously or periodically through the warm-up routine. The warm-up routine could define different proportions of heat to be provided by the first and second heat sources.

Such proportions could vary over time For example, in a warm-up routine, the first heat source could initially provide a relatively large amount of heat into the cabin compared to the second heat source, but this proportion could vary over time in a manner defined by the warm-up routine.

Within the scope of this application, it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may betaken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 is a block diagram showing a control system according to an embodiment of the present invention; Figure 2 is a schematic illustration of a vehicle according to an embodiment of the present invention: Figure 3 is a schematic illustration of a top view of the vehicle of Figure 2; Figure 4 is a first flowchart showing operations performed by the control system of Figure 1 according to an embodiment of the present invention; Figure 5 is a second flowchart showing operations performed by the control system of Figure 1 according to an embodiment of the present invention; Figure 6 shows a relationship between ambient temperature (Temperature [°C] on the x-axis) and a threshold time (Threshold Time [s] on the y-axis) used to determine whether to resume a warm-up routine; Figures 7A and 7B show a relationship between blower levels (Blower Level [%] on the z-axis in Figure 7A and the y-axis in Figure 7B. with Adjusted Blower Level [%] on the z-axis in Figure 7B) and temperature (Temperature [00] on the x-axes in Figures 7A and 7B) and warm-up routine time (Time [s] on the y-axis in Figure 7A); Figures 8A and 8B show a relationship between vent levels (Vent Level [%] on the z-axis in Figure 8A and the y-axis in Figure 8B, with Adjusted Vent Level [%] on the z-axis in Figure 8B)and temperature (Temperature [°C] on the y-axis in Figure 8A and the x-axis in Figure 8B) and warm-up routine time (Time [s] on the x-axis in Figure 8A); Figures 9A and 9B show a relationship between heated seat levels (Seat Level on the z-axis in Figure 9A and the y-axis in Figure 9B, with Adjusted Seat Level on the z-axis in Figure 9B) and temperature (Temperature [°C] on the y-axis in Figure 9A and the x-axis in Figure 9B) and warm-up routine time (Time [s] on the x-axis in Figure 9A); Figures 10A and 10B show a relationship between heated steering wheel levels (Wheel Level on the z-axis in Figure 10A and the y-axis in Figure 1013, with Adjusted Wheel Level on the z-axis in Figure 10B) and temperature (Temperature [t] on the y-axis in Figure 10A and the x-axis in Figure 10B) and warm-up routine time (Time[s] on the x-axis in Figure 10A); and Figures 11A and 11B show a relationship between air recirculation levels (Recirculation Level [%] on the z-axis in Figure 11A and the x-axis in Figure 11B, with Adjusted Recirculation Level [%] on the z-axis in Figure 11B) and temperature (Temperature [00] on the y-axis in Figure 11A), level of misting (Mist Level [%] on the x-axis in Figure 11A), and occupancy (Occupancy on the y-axis in Figure 11B).

DETAILED DESCRIPTION

A control system 100 in accordance with an embodiment of the present invention is described herein with reference to the accompanying Figure 1. As shown in Figure 2, the control system is installed in a vehicle 200 having a cabin 220.

The control system 100 comprises one or more controller 110. The controller 110 comprises processing means 120 (also referred to herein as one or more processor) and memory means 130. The processing means 120 may be one or more electronic processing device that operably executes computer-readable instructions. The memory means 130 may be one or more memory device. The memory means 130 is electrically coupled to the processing means 120. The memory means 130 is configured to store instructions; and the processing means 120 is configured to access the memory means 130 and execute the instructions stored thereon.

The controller 110 comprises an input means 140 and an output means 150. The input means 140 may comprise an electrical input of the controller 110. The output means 150 may comprise one or more electrical output signal 170 of the controller 110, for outputting a control signal. The one or more electrical output signal 170 is determined in dependence on a target temperature of the cabin 220. The target temperature may be input by a user (e.g., via input means 140) or may be determined automatically by a climate management system (e.g., in dependence on current ambient conditions within the cabin 220 and/or outside the vehicle 200).

The input means 140 may be arranged to receive a user interaction signal 160 from one or more sensors of the vehicle. The user interaction signal 160 may be an electrical signal that is indicative of one or more user interactions with the vehicle, including but not limited to a change in a lock status of the vehicle, a change in closure status of the vehicle, a fastening of a driver's seatbelt, a key location within the vehicle, a user turning the vehicle off a user turning the vehicle off, a user inputting or modifying a target temperature of the cabin 220, a user inputting or changing a target vent speed, and a detection of a user in a driver's and/or passengers seat of the vehicle (e.g.; detected by a seat pressure sensor or camera), or any other suitable user interaction with the vehicle. Based on any of these user interactions (or any other user interactions), the controller 110 may take various actions. The output means 150 is arranged to output one or more control signals via the electrical output signal 170 to a climate management system of the vehicle to control the climate (e.g., temperature, humidity) within the vehicle. For example, the control signals can be provided to elements of the climate management system to cause the climate management system to operate in accordance with particular operating parameters, which may be determined in various ways as will be described below.

The input means 140 may optionally be arranged to receive a state of charge signal 162 from a battery sensor of the vehicle. The state of charge signal 162 may be an electrical signal that is indicative of a state of charge of a battery of the vehicle. wherein said battery is operable to provide power to the climate management system (among, for example, other components of the vehicle 200). The state of charge of the battery may influence how much power is available for the climate management system and so can be used when determining operating parameters of the climate management system. For instance, where the battery level is relatively low and a user desires a high temperature within the cabin 220 of the vehicle, the climate management system may be unable to satisfy the user's request and an alert may be provided to the user indicating that the battery level is too low.

The input means 140 may be further optionally arranged to receive any other sensor signals 164 described herein. For example, a temperature signal may be received from a temperature sensor of the vehicle. The temperature signal may be an electrical signal that is indicative of the ambient temperature inside the vehicle and/or outside the vehicle. A humidity measurement may be provided as a sensor signal to the input means 140. An occupancy signal may be provided to the input means 140. The output means 150 may also be optionally arranged to output a control signal 175 to a human machine interface (HMI), such as a display, to provide information to the user. Such information could be, for example, target climate conditions of the climate management system.

Figure 2 illustrates a vehicle 200 according to an embodiment of the present invention. The vehicle 200 comprises a control system 100 as illustrated in Figure 1 and a cabin 220, the inside of which is shown in more detail in Figure 3. The vehicle 200 may comprise one or more user input sensors located within, and/or on an exterior surface of, the vehicle 200, the one or more user input sensors being configured to detect a user interaction with the vehicle 200 and provide an input signal indicative of a user interaction with the vehicle 200 to the input means 140 of the control system 100. In one illustrative example, the vehicle 200 may have a user input sensor configured to detect a change in an occupancy status of the vehicle, e.g.; when a user enters or exits the vehicle. Alternatively, or additionally; the vehicle 200 may have user input sensors configured to detect an unlock signal provided when a user unlocks the vehicle 200 using a key, key fob or mobile device, a fastening of a driver's and/or passenger's seatbelt, a location of a key or key fob within the vehicle 200, a user starting the vehicle 200, and a presence of user in a driver's seat of the vehicle 200 (e.g., as detected by a seat pressure sensor or camera device).

As described above, the output means 150 of the control system 100 is arranged to output an electrical output signal 170 to control a climate management system of the vehicle 200. The climate management system may draw electrical energy from a battery of the vehicle (e.g.; a 12V battery of the vehicle 200). The climate management system may be a heating, ventilation and air conditioning (HVAC) system.

Figure 3 shows a top view of the vehicle 200 of Figure 2. The cabin 220 includes four seats 3701, 370b, 370c and 370d. The roof of the vehicle is shown as being partially transparent so that components within the cabin 220 of the vehicle 200 are shown. The cabin 220 of the vehicle 200 incorporates a climate management system 380 (the components of which are shown within a thick broken border), which comprises a number of components configured to provide heat to the cabin 220. The climate management system comprises first heat sources 382 and second heat sources 384. Although sensors 390; 392; 394 and 396 do not actively manage the climate within the cabin 220, they can be considered part of the climate management system 380 for the purposes of the present disclosure: as they can provide measurements that are used by the climate management system 380 to control the climate within the cabin 220. Any sensor data from the climate management system 380 can be provided as sensor signals 164 input to the control system 100 via the input means 140. While these sensors are considered to be part of the climate management system 380 of the present disclosure, measurements made by the sensors 390, 392, 394 and 396 can be provided to other systems of the vehicle. For instance; the seat occupancy sensors 390 can be used by other systems of the vehicle to determine whether to sound an alarm indicating that a driver/passenger has not fastened their seatbelt.

The climate management systems of the present disclosure comprise one or more heat sources. Heat sources may be divided into two categories. The first category of heat sources (described herein as first heat sources) provide heated air into the cabin 220. Heated air can circulate within the cabin 220 and thereby heat one or more user(s) (e.g., the driver and/or one or more passengers) within the cabin 220. The second category of heat sources (described herein as second heat sources) provide heat to user(s) in the cabin 220 by thermal contact conductance. Second heat sources can be in physical contact with a user to thereby provide heat to the user. Some embodiments described herein relate to climate management systems that employ the first and second type of heat sources, while some embodiments can be applied to climate management systems that only employ the first type of heat source or the second type of heat source. Figure 3 shows an example of a climate management system 380 that employs both the first and second type of heat sources.

The climate management system 380 comprises a number of first heat sources 382 configured to provide heated air into the cabin 220. The first heat sources 382 comprise: a driver-side front first heat source 382a; a central front first heat source 3826; a passenger-side front first heat source 382c; and a central rear first heat source 382d. The first heat sources 382 can be configured to provide heated air in the direction of any of the driver andlor passengers. Each first heat source 382 comprises a blower and a vent, but these are shown as constituting a single element for ease of illustration.

It will also be appreciated that the first heat sources can also provide unheated air at certain times. For example, where the temperature in the cabin 220 exceeds a target temperature, unheated air (or even cooled) may be provided to the driver and/or passengers. The first heat sources 382 can be controlled independently of each other.

The climate management system 380 also comprises a number of second heat sources 384 configured to heat a user (or users) in the cabin 220 by thermal contact conductance. In general terms; the second heat sources 384 may be a plurality of second heat sources, each of the plurality of second heat sources being associated with a respective seat 370 in the cabin 220. Providing each user with a dedicated second heat source (or dedicated second heat sources) can facilitate highly localised heating, which can be used to compensate for reduced heating of the air in the cabin 220. For example, air heated with 500W and blown towards the seat 370 of a user from a distance of approximately 50cm might subjectively feel equivalent to 50W of heat provided through direct contact with the seat 370 of the user and air heated with 250W and blown from the same distance.

In this embodiment, the second heat sources 384 include: a heated steering wheel 384a; a heating element 3846 of the driver's heated seat 370a; driver's heated headrest 384c; a heating element 384d of the front passenger's heated seat 370b; front passenger's heated headrest 384e; a heating element 384f of the rear driver-side passenger's heated seat 370c; rear driver-side passenger's heated headrest 384g; a heating element 384h of the rear passenger-side passenger's heated seat 370d; and rear passenger-side passenger's heated headrest 384i. The second heat sources 384 can provide heat to any of the driver and/or passengers. The second heat sources 384 can be controlled independently of each other. The heated headrests 384c, 384e, 384g and 384i could, in some optional examples, be attached to the seats 370 by heated neck rests (which are shown as being part of the heated headrests. for simplicity), with heating elements provided in the neck rests.

The arrangement shown in Figure 3 is by way of example only, and other numbers and layouts of the first heat sources 382 and the second heat sources 384 can be provided.

Several sensors are also shown on the vehicle 200. Each seat 370 comprises an occupancy sensor to provide occupancy information. In Figure 3. four occupancy sensors 390a, 390b, 390c and 390d are shown, with one in each seat 370. Each occupancy sensor 390 provides information about the occupancy within the cabin 220 (e.g., whether one or more seats 370 are occupied). The occupancy sensors 390a, 390b, 390c and 390d could be replaced by a single camera, however. Occupancy information could be used by the controller 110 to control the operations of the first heat sources 382 and/or the second heat sources 384.

Additionally, climate conditions in the cabin 220 can be monitored by various sensors within the cabin 220 and the conditions can be used by the controller 110 to control the operations of the first heat sources 382 and/or the second heat sources 384. For example, a front windscreen temperature sensor 394a is provided and a rear windscreen temperature sensor 3946 is provided. These monitor the temperature of the front and rear windscreen respectively. In some cases, the rear windscreen temperature sensor 394b could be omitted with just the front windscreen temperature sensor 394a being used to monitor the temperature of the glass Additionally, air sensors 392a and 392b are provided in the cabin 220. These air sensors 392a and 392b can measure the temperature and/or humidity in the cabin 220. Any number (e.g.. one air sensor. or more than two air sensors) of air sensors can be provided in the cabin 220. Where a plurality of air sensors is used, a spatial temperature distribution and/or a spatial humidity distribution in the cabin 220 can be determined.

Climate conditions outside the cabin 220 can also be monitored by various sensors external to the cabin 220 and the conditions can be used by the controller 110 to control the operations of the first heat sources 382 and/or the second heat sources 384. For instance, air sensors 396a and 396b are provided outside the cabin 220. These can be attached to the chassis of the vehicle 200 so that ambient conditions outside the vehicle can be monitored by the control system 100. These air sensors 396a and 396b can measure the temperature and/or humidity outside the cabin 220. Any number (e.g., one air sensor, or more than two air sensors) of air sensors can be provided outside the cabin 220.

Four seats 370 are shown in Figure 3 but any number of seats 370 can be provided. For example, embodiments could be applied in any one or more of: a 2 seat configuration; a 5 seat configuration; a 7 seat configuration; and a 16+ seat configuration (e.g., in a minibus).

Figure 4 is a flowchart of a method 400 according to an embodiment of the invention. The flowchart illustrates steps performed by the control system 100 in controlling a climate management system 380 of the vehicle 200. In particular, the memory means 130 may comprise computer-readable instructions that, when executed by the processing means 120, perform the method 400 according to an embodiment of the invention.

The method 400 relates to a climate management system of a vehicle having a cabin 220, the climate management system comprising a first heat source configured to provide heated air into the cabin 220 and a second heat source configured to heat a user in the cabin 220 by thermal contact conductance. The method 400 comprises receiving 410 an occupancy signal indicative of an occupancy of one or more seats 370 in the cabin 220. The method 400 also comprises determining 420, in dependence on a target temperature of the cabin 220 and the occupancy signal, operating parameters for the first and second heat sources to provide heat to one or more occupied seats 370. The method 400 further comprises outputting 430 one or more control signals to selectively control the first and second heat sources to cause the first and second heat sources to operate with the determined operating parameters.

By taking into account the occupancy of one or more seats in the cabin 220, the control system can determine operating parameters for the first and second heat sources that provide relatively high comfort levels for one or more users in the cabin 220 while simultaneously making efficient use of available power, since heat can preferentially be provided to areas where it is required. For example, causing the second heat source to provide a relatively high amount of heat to a surface in contact with a user of the vehicle may be more efficient than providing a large amount of heated air into the cabin 220.

Figure 5 is a flowchart of a method 500 according to another embodiment of the invention. The flowchart illustrates steps performed by the control system 100 in controlling a climate management system 380 of the vehicle 200. In particular, the memory means 130 may comprise computer-readable instructions that, when executed by the processing means 120; perform the method 500 according to an embodiment of the invention.

The method 500 relates to a climate management system of a vehicle having a cabin 220, the climate management system comprising one or more heat sources configured to provide heat to the cabin 220. It should be noted that the method 500 can be implemented in a vehicle that has any number of heat sources and any combination of heat sources. For example, the method 500 could be used in a climate management system using only thermal contact conductance heat sources, or in a climate management system using only heated air heat sources.

The method 500 comprises receiving 510 a turn-off signal indicating that the vehicle has been turned off at a first time. The method 500 further comprises receiving 520 a start-up signal indicating that the vehicle has been turned on at a second time. The method 500 further comprises determining 530 a time difference between the second time and the first time. The method 500 further comprises determining 540, in dependence on a target temperature of the cabin 220 and the time difference, operating parameters for the one or more heat sources. The method 500 further comprises outputting 550 one or more control signals to cause the one or more heat sources to operate with the determined operating parameters.

By taking into account the time difference between when the vehicle has been turned on and when the vehicle was last turned on. the control system can determine operating parameters for the one or more heat sources that make efficient use of available power. For example, the determined time difference can allow the control system to make an informed decision as to how to heat the cabin 220 most effectively. If the vehicle were only recently turned off, then the control system may recognise that the vehicle was part-way through a warm-up routine and that there may still be residual heat in the vehicle, and so the control system may determine that resuming the warm-up routine from where the vehicle was last turned off will still be effective. This could be because some surfaces within the vehicle, such as the steering wheel and seats (with which a user may have direct contact) and/or windows (which may be prone to misting in certain circumstances) might still be warmer than the ambient air and, as a consequence, the vehicle may not require large amounts of energy to return to comfortable ambient conditions. On the other hand, if the control unit determines that a long time has passed since the vehicle was last turned off, then the environment within the cabin 220 may be controlled more efficiently and/or effectively by performing a warm-up routine in full. Therefore, when determining operating parameters. considering the time since the vehicle was last switched off can provide a more efficient and/or effective use of power when heating a vehicle cabin 220.

In generalised terms, this may be described as the one or more processors of the control system being configured to determine, in response to determining that the time difference is less than a threshold value, the operating parameters to cause the climate management system to perform the warm-up routine as a resumption of a prior warm-up routine which ended at the first time; and/or determine, in response to determining that the time difference is greater than a threshold value, the operating parameters to cause the climate management system to perform the warm-up routine as a new warm-up routine. In some embodiments, the one or more processors may be configured to store a warm-up routine timer indicative of progress through any warm-up routine at the first time; and determine the operating parameters for the warm-up routine in dependence on the warm-up routine timer.

Figure 6 relates to embodiments that determine whether to start a new warm-up routine when a vehicle is turned on, or whether to instead resume a previous warm-up routine. In such cases, a start-up signal is received indicating that the vehicle has been turned on. From the time at which this signal is received, a time difference can be calculated, the time difference indicating the time for which the vehicle was off. At the same time, the ambient temperature (inside or outside the vehicle) can be used to determine a threshold value for the time difference. The controller may store a map providing threshold values for different ambient temperatures. Figure 6 shows how the threshold value (on the vertical axis) can be determined from the ambient temperature (on the horizontal axis).

If the time difference is less than the threshold value (i.e., the vehicle was only recently turned off), then a warm-up routine run time may be set to the warm-up routine run time value when the vehicle was last turned off. That is, the vehicle may effectively resume the warm-up routine when the vehicle was only recently turned off. This can reduce wasted energy, since heat that has already built up in the cabin 220 is taken into account by the climate management system. On the other hand, when the time difference is greater than the threshold value (i.e., the vehicle was turned off a relatively long time ago), the warm-up run time value may be set to O. That is, the vehicle may start the warm-up routine as a new warm-up routine when the vehicle was turned off a relatively long time ago. In either case, the current run time of the warm-up routine and the time at which the vehicle was turned off may be stored in memory so that a similar process can be repeated the next time the vehicle is turned off and turned on again.

Hence, in general terms. Figure 6 shows how one or more processors may be collectively configured to: receive a turn-off signal indicating that the vehicle has been turned off at a first time; receive a start-up signal indicating that the vehicle has been turned on at a second time; determine a time difference between the second time and the first time; and determine operating parameters in dependence on the time difference. The operating parameters may be determined such that the warm-up routine is resumed or such that a new warm-up routine is commenced. For instance, where it is determined that the time difference is less than the threshold value, the operating parameters may be determined in dependence on a previous set of operating parameters from the first time.

Figures 7A and 7B show how blower levels (e.g., fan speeds) for the first heat sources 382 of Figure 3 can be determined based on warm-up run time and ambient temperature. The warm-up run time and ambient temperature are provided to the controller. An indication as to whether the climate management system should run in a maximum comfort or a maximum efficiency mode is also received and used to form the map in Figure 7A. From this, the relationship shown in Figure 7A can be used to determine a maximum blower level (shown on the vertical axis, from 0% to 100%), which could be a global maximum blower level for the entire cabin 220, in dependence on the warm-up run time (shown on one horizontal axis in units of time) and ambient temperature (shown on the other horizontal axis in units of °C).

The determined maximum blower level may then be used in conjunction with the relationship shown in Figure 7B to determine a blower level (shown on the vertical axis, from 0%to 100%) for a specific zone (which could be served by a specific individual blower or by multiple blowers) in dependence on: a zone delta (shown on one horizontal axis, in units of °C); and the maximum blower level determined from Figure 7B (shown on the other horizontal axis from 0% to 100%). The zone delta may be defined as the estimated zone temperature within the cabin 220 minus the requested zone target. Figure 7B shows that the blower level for a specific zone of the vehicle can be set to a value between 0% and 100% of the maximum blower level in dependence on a zone delta for the specific zone in question. Therefore, where a zone is already near its target temperature, the blower(s) for that zone might be set to a relatively low level to avoid wasting energy on heating a zone that is already warm. The adjusted blower level values obtained from Figure 7B may be described as operating parameters of the blowers of the climate management system 380. The relationship in Figure 7B effectively ensures that zones that are a long way below their target temperature are heated preferentially.

Figures 8A and 8B operate in a similar way to Figures 7A and 7B Figure 8A shows how warm-up run time (shown on the horizontal axis in units of time) and ambient temperature (shown on the other horizontal axis in units of °C) can be used to determine a maximum vent temperature target (shown on the vertical axis from 0% to 80%). An indication as to whether the climate management system should run in a maximum comfort or a maximum efficiency mode is also received and used to inform the map shown in Figure 8A. Figure 8B then shows how the maximum vent temperature target determined from Figure 8A (shown on the horizontal axis from 0% to 80%) and a zone delta (shown on the other horizontal axis, in units of °C) are used to set a maximum vent temperature for a specific zone of the vehicle (shown on the vertical axis; from 0% to 80%) can be set to a value between 0% and 80% of the maximum vent temperature in dependence on the zone delta for that zone. The values obtained from Figure 8I3 may be described as adjusted vent levels, which serve as operating parameters of the vents of the climate management system 380.

Figures 9A and 9B show how heated seat temperatures can be determined. Specifically, in Figure 9A, ambient temperature (shown on the horizontal axis, in units of °C) and warm-up run time (shown on the other horizontal axis in units of time) are used to determine a maximum seat heater level (shown on the vertical axis in integer values of arbitrary units ranging from 0 to 3 inclusive). As before, an indication as to whether the climate management system should run in a maximum comfort or a maximum efficiency mode is also received and used to form the map in Figure 9A.

In Figure 98, the maximum seat heater level values from Figure 9A are shown on one horizontal axis (in integer values of arbitrary units ranging from 0 to 3 inclusive) with a zone delta (shown on the other horizontal axis, in units of °C) and these values are used to determine adjusted seat heater levels (on the vertical axis, in integer values of arbitrary units ranging from 0 to 3 inclusive).

The values obtained from the relationship in Figure 9B can be processed with further logic. In some cases, it may be assumed that the driver will always be present and require heating, and so the driver's heated seat may be caused to operate in accordance with the operating parameters obtained from Figure 9B The values determined for each of the passenger's seats may be set to 0 for a particular seat when the respective seat is unoccupied. This may be informed by the occupancy data from the occupancy sensors 390a, 3906, 390c and 390d. On the other hand, when a heated seat is occupied, then the operating parameters from Figure 9B may be used by the respective heated seat.

Figures 10A and 10B show a similar process for a heated steering wheel. In Figure 1OA, ambient temperature (shown on the horizontal axis, in units of °C) and warm-up run time (shown on the other horizontal axis in units of time) are used to determine a maximum heated steering wheel level (shown on the vertical axis in integer values of arbitrary units ranging from 0 to 3 inclusive). As before, an indication as to whether the climate management system should run in a maximum comfort or a maximum efficiency mode is also received and used to form the map in Figure 10A. In Figure 10B, the maximum heated steering wheel level values from Figure 10A are shown on one horizontal axis (in integer values of arbitrary units ranging from 0 to 3 inclusive) with a zone delta (shown on the other horizontal axis, in units of °C) and these values are used to determine adjusted heated steering wheel levels (on the vertical axis, in integer values of arbitrary units ranging from 0 to 3 inclusive).

In Figures 7A to 10B, operating parameters for the climate management systems described herein are determined based on various parameters. These processes may be described in a general sense as determining the operating parameters of heat source(s) in dependence on a difference between the target temperature (e.g., a target temperature in the cabin 220 or for a specific zone) and a measured temperature (e.g., an ambient temperature in the vehicle or the ambient temperature outside the vehicle).

Figures 11A and 11B show how a risk of misting in the vehicle can be reduced using embodiments of the present disclosure. Figure 11A shows how a calculated misting risk (shown on the horizontal axis from 50% to 100%) and an ambient temperature (shown on the other horizontal axis, in units of °C) can be used to determine a low ambient temperature recirculation level. which is a value indicating the proportion of recirculated air to be provided by the first heat sources 382 (relative to the amount of air provided as fresh air from outside). The misting risk (also referred to herein as the "estimated level of mist") could be determined in dependence on one or more temperature measurements and/or one or more humidity measurements (e.g., from air sensors 392a and/or 392b). For example, misting risk may be calculated using windscreen temperature (e.g., using a sensor on the windscreen to measure the temperature of the glass), air temperature in the cabin 220, and humidity level in the cabin 220. Using standard physical properties of air, the Saturated Vapour Pressure (SW) for the given air temperature can be derived. For this SVP and the measured relative humidity level, a Partial Vapour Pressure (PVP) can be derived. Again, using the standard properties of air, the Dew Point Temperature (DPT) of the air can be derived using this calculated PVP. The screen temperature may then be compared to the DPT to give a final misting risk percentage. The closer the screen temperature is to the DPT, the higher the misting risk. If the screen temperature is equal to or is less than the DPI, then the misting risk is 100%. If the screen temperature is more than 25°C, then the misting risk is 0%. The operating parameters described herein may be determined so that the temperature of and/or the airflow towards any areas with a high risk of misting is increased. Heated windscreen elements could be used to reduce the risk of misting further.

Figure 11B shows how the low ambient temperature recirculation level calculated from Figure 11A can be adjusted based on occupancy of the vehicle. Occupancy sensor(s) can be used to provide an occupancy value, shown on the horizontal axis (in integer values from 0 to 5), with the low ambient temperature recirculation level from Figure 11A shown on the other horizontal axis (from 0% to 100%). The relationship in Figure 118 converts the low ambient temperature recirculation level calculated from Figure 11A into operating parameters for the heat sources. The number of occupants may influence the risk of misting since occupants exhale moisture and so higher occupancy increases the risk of misting. Therefore, where occupancy is high and the risk of misting may be high, using a higher proportion of fresh air may reduce the risk of misting in the vehicle.

Therefore, in generalised terms, in embodiments of the present disclosure, the one or more processors may be collectively configured to: receive one or more temperature measurements and/or one or more humidity measurements; determine an estimated level of mist in the cabin in dependence on the received one or more temperature measurements and/or one or more humidity measurements; and determine, in dependence on the estimated level of mist, the operating parameters to reduce a level of mist occurring. The operating parameters to reduce the level of mist occurring may comprise operating the first heat source to provide fresh, warmed air into the cabin, or to increase the amount of fresh air provided into the cabin. In some cases, the amount of recirculated air may be adjusted in dependence on an indication as to whether the climate management system should run in a maximum comfort or a maximum efficiency mode. Some embodiments may vary the ratio of recirculated to fresh air to reduce the risk of misting.

The above-described embodiments can be used in various advantageous ways. Embodiments of the disclosure seek to provide efficient ways of heating a vehicle cabin. This may be particularly important in battery-powered electric vehicles where consumption of electricity can reduce vehicle range, but can also be advantageous in ignition engines where battery life may still need to be preserved. For example, in cold ambient conditions, auxiliary heaters may be used to generate heat and warm a vehicle cabin to achieve occupant comfort. This may consume considerable amounts of electricity and may be wasteful when vehicle occupancy is low and/or drive durations are short. Some embodiments described herein therefore combine traditional climate management systems (e.g. HVAC systems) with direct (contact) heating (e.g., heated seats or steering wheels). These direct heating means could be activated during a cabin warm-up routine, for example only in areas (e.g., zones) of the cabin that are occupied.

In some embodiments, inifially, the provision of heated air into the cabin could be set to a low level while thermal contact conductance heating is used. Then, as time progresses, an amount of heated air may increase gradually and, as the cabin temperature becomes closer to a target temperature, the amount of heat provided by thermal contact conductance may be reduced. This can provide an equivalent level of passenger comfort to a traditional HVAC system through more efficient means. In generalised terms, the one or more processors described herein may be collectively configured to determine the operating parameters such that an amount of heat provided by the first heat source increases over time and/or such that an amount of heat provided by the second heat source decreases over time.

Embodiments described herein may be particularly efficient where electric vehicles are used, since the lack of an ignition engine means high voltage heaters are often used which draw large amounts of power and hence reduce vehicle range. Heat for the first heat sources described herein may be sourced as waste heat from a vehicle engine, but this may be less readily available when an electric motor is used than when an ignition engine is used.

Embodiments described herein may be particularly advantageous when short journeys are made. For example, most journeys are typically less than 15 minutes long, so it may be inefficient to heat the whole cabin for such a short journey. The warm-up routines described herein can reduce the amount of heat wasted on such short journeys.

In some embodiments described herein, the warm-up routine logic may be active only between pre-defined ambient temperatures, so that the routines do not affect cabin cooling scenarios (although, as noted previously, cabin cooling may be provided in some instances). In some cases, the climate management methods described herein may be configurable by a user to operate in a less efficient mode (which provides a higher level of comfort) at the expense of vehicle range.

It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

CLAIMS1. A control system for controlling a climate management system of a vehicle having a cabin, the climate management system comprising one or more heat sources configured to provide heat to the cabin, the control system comprising one or more processors collectively configured to: receive a turn-off signal indicating that the vehicle has been turned off at a first time; receive a start-up signal indicating that the vehicle has been turned on at a second time; determine a time difference between the second time and the first time; determine, in dependence on a target temperature of the cabin and the time difference, operating parameters for the one or more heat sources: and output one or more control signals to cause the one or more heat sources to operate with the determined operating parameters.
2. The control system of claim 1, wherein the one or more processors are collectively configured to: determine whether the time difference is less than a threshold value; and determine, in response to determining that the time difference is less than the threshold value, the operating parameters in dependence on a previous set of operating parameters from the first time.
3. The control system of claim 1 or claim 2, wherein the one or more processors are collectively configured to cause the climate management system to perform a warm-up routine in response to receiving the start-up signal, wherein the one or more processors are collectively configured to: determine, in response to determining that the time difference is less than a threshold value, the operating parameters to cause the climate management system to perform the warm-up routine as a resumption of a prior warm-up routine which ended at the first time; and/or determine, in response to determining that the time difference is greater than a threshold value, the operating parameters to cause the climate management system to perform the warm-up routine as a new warm-up routine.
4. The control system of claim 3, wherein the one or more processors are collectively configured to: store a warm-up routine timer indicative of progress through any warm-up routine at the first time; and determine the operating parameters for the warm-up routine in dependence on the warm-up routine timer.
5. The control system of any of claims 2 to 4, wherein the one or more processors are collectively configured to determine the threshold value in dependence on a temperature measurement.
6. The control system of any preceding claim, wherein the one or more heat sources comprise a first heat source configured to provide heated air into the cabin and a second heat source configured to heat a user in the cabin by thermal contact conductance and wherein the one or more processors are collectively configured to output the one or more control signals to selectively control the first and second heat sources.
7. The control system of claim 6, wherein the one or more processors are collectively configured to: receive an occupancy signal indicative of an occupancy of one or more seats in the cabin; and determine, in dependence on the occupancy signal, the operating parameters for the first and second heat sources to provide heat to one or more occupied seats.
8. The control system of claim 6 or claim 7, wherein the one or more processors are collectively configured to determine the operating parameters such that an amount of heat provided by the first heat source increases over time.
9. The control system of any of claims 6 to 8. wherein the one or more processors are collectively configured to determine the operating parameters such that an amount of heat provided by the second heat source decreases over time.
10. The control system of any of claims 6 to 9, wherein the second heat source is a plurality of second heat sources, each of the plurality of second heat sources being associated with a respective seat in the cabin, optionally wherein the plurality of second heat sources comprises any one or more of: one or more seat heating elements; one or more steering wheel heating elements; one or more neck rest heating elements; and one or more head rest heating elements.
11. The control system of any of claims 6 to 10, wherein the first heat source comprises one or more blowers and/or one or more vents, and wherein the operating parameters comprise any one or more of: one or more blower levels; and one or more vent temperatures.
12. The control system of any preceding claim, wherein the one or more processors are collectively configured to: receive one or more temperature measurements and/or one or more humidity measurements; determine an estimated level of mist in the cabin in dependence on the received one or more temperature measurements and/or one or more humidity measurements; and determine, in dependence on the estimated level of mist, the operating parameters to reduce a level of mist occurring.
13. A vehicle comprising a cabin, a climate management system and the control system of any of claims 1 to 12.
14. A method for controlling a climate management system of a vehicle having a cabin, the climate management system comprising one or more heat sources configured to provide heat to the cabin, the method comprising: receiving a turn-off signal indicating that the vehicle has been turned off at a first time; receiving a start-up signal indicating that the vehicle has been turned on at a second time; determining a time difference between the second time and the first time; determining, in dependence on a target temperature of the cabin and the time difference, operating parameters for the one or more heat sources; and outputting one or more control signals to cause the one or more heat sources to operate with the determined operating parameters.
15. Computer readable instructions which, when executed by one or more processors, cause the one or more processors to perform the method according to claim 14.